WO2020199680A1 - 轨道交通车辆及其故障保护方法 - Google Patents

轨道交通车辆及其故障保护方法 Download PDF

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Publication number
WO2020199680A1
WO2020199680A1 PCT/CN2019/128242 CN2019128242W WO2020199680A1 WO 2020199680 A1 WO2020199680 A1 WO 2020199680A1 CN 2019128242 W CN2019128242 W CN 2019128242W WO 2020199680 A1 WO2020199680 A1 WO 2020199680A1
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Prior art keywords
power supply
voltage power
medium voltage
contactor
medium
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Ceased
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PCT/CN2019/128242
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English (en)
French (fr)
Inventor
周利
江大发
张盼
曹增明
汤人杰
陈勇
李骏
屈海洋
司尚卓
朱伟健
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Priority to EP19922779.4A priority Critical patent/EP3922502A4/en
Publication of WO2020199680A1 publication Critical patent/WO2020199680A1/zh
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention relates to the technical field of power supply for rail transit vehicles, in particular to a rail transit vehicle and a fault protection method thereof.
  • the medium voltage power supply network of rail transit vehicles supplies power to all medium and low voltage auxiliary equipment of the train, which is an important part of the train electrical system. Therefore, the medium voltage power supply network is required to have high stability and low failure rate.
  • the power supply of the medium-voltage power supply network of rail transit vehicles is usually an auxiliary converter, which outputs three-phase 380V AC; the load includes air conditioning system, air compressor, lighting system and charger, etc.; other auxiliary equipment includes relays, contactors and air switches Wait.
  • the development of the medium-voltage power supply network for rail transit vehicles has gone through the stages of extended power supply, cross power supply and grid-connected power supply. Take a train of 6 subway cars as an example to introduce these power supply modes.
  • the whole train is usually divided into two power supply sections, each containing three subway vehicles.
  • Each power supply section is equipped with an auxiliary converter to supply power to the power supply section; when an auxiliary converter fails, Shut down the failed auxiliary converter, and another auxiliary converter supplies power to the entire train, while shutting down part of the load.
  • two auxiliary converters are usually set; at the same time, the medium and low voltage loads of the whole train are equally divided into two groups. Each auxiliary converter supplies power for a group of loads.
  • auxiliary converter When one auxiliary converter fails, it will be shut down. The faulty converter and a group of loads supplied by it, and the load supplied by another auxiliary converter is operating normally.
  • 6 auxiliary converters and a medium-voltage busbar running through the entire train can be set up. All auxiliary converters are connected in parallel to supply power to the medium-voltage busbar, and all medium- and low-voltage loads obtain power from the medium-voltage busbar;
  • the auxiliary converter fails, the faulty converter is shut down, and the remaining 5 converters supply power to the medium voltage bus.
  • the above-mentioned rail transit vehicle medium-voltage power supply network, and the fault protection performance of grid-connected power supply is significantly better than extended power supply and cross power supply.
  • the extended power supply and cross power supply will lose 50% of the medium voltage power supply capacity, while the grid-connected power supply will only lose 16.7% of the medium voltage power supply capacity (take 6 auxiliary converters as an example) .
  • the grid-connected medium voltage power supply network can still guarantee the normal operation of the medium and low voltage loads of the entire train. Therefore, grid-connected power supply has now become the first choice for the auxiliary power supply system of urban rail transit vehicles.
  • Grid-connected power supply is provided with a three-phase 380V medium-voltage power supply bus that runs through the entire train. When a phase-to-phase short-circuit fault occurs, the medium-voltage power supply network of the entire train will not work normally.
  • the technical problem to be solved by the present invention is to provide a rail transit vehicle and a fault protection method thereof in view of the shortcomings of the prior art, which can effectively reduce the influence of the medium voltage power supply bus interphase short circuit fault on the auxiliary power supply system of the whole train, and ensure the following fault conditions
  • the normal operation of rail vehicles improves the safety and operating efficiency of rail transit vehicles.
  • the technical solution adopted by the present invention is: a rail transit vehicle, which includes two medium-voltage power supply bus bars; the two medium-voltage power supply bus bars are connected through a first contactor; When the medium voltage power supply buses are in normal operation, the power supply capacity and load of the two medium voltage power supply buses are balanced.
  • the rail transit vehicle of the present invention is equipped with two medium-voltage power supply buses, and the power supply and load are balanced on the two medium-voltage power supply buses.
  • the two medium-voltage power supply buses are redundant backup for each other.
  • both medium-voltage power supply buses are normal
  • the power supply capacity and load power of the two medium voltage power supply buses can be balanced through the contactor, ensuring that the medium voltage power supply network can partly work normally when a medium voltage power supply bus has a phase-to-phase short-circuit fault, thereby effectively reducing the medium voltage power supply
  • the two medium-voltage power supply buses run through the entire train; the whole train includes multiple power supply sections, and each power supply section covers multiple vehicles; for any medium-voltage power supply bus, two sections of adjacent power supply sections
  • the power supply bus is connected through the second contactor.
  • the medium voltage power supply network fails, the corresponding second contactor is disconnected to isolate the faulty unit from the medium voltage power supply network, so that the entire train can continue to run in the degraded mode, and even continue to operate normally without performance degradation, which further guarantees Safety and operating efficiency of rail transit vehicles.
  • the two medium voltage power supply buses located in the middle power supply section are connected by the first contactor, the middle power supply section corresponds to the middle of the vehicle, and the first contactor is arranged in the middle power supply section so that the entire
  • the power supply network is symmetrical to further ensure the power supply capacity and load balance of the medium voltage power supply bus.
  • the specific realization process of ensuring the balance of power supply capacity is: m medium voltage power supply sources are set in each power supply interval, and each medium voltage power supply bus in each power supply interval is respectively connected to m/2 medium voltage power sources ; Among them, m is an even number greater than 0, and m ⁇ n, n is the number of vehicle sections in the power supply interval.
  • m is set to 2 in the present invention.
  • the medium voltage power supply is connected to the corresponding medium voltage power supply bus through a third contactor.
  • the corresponding third contactor is disconnected to ensure the remaining medium voltage power supply Normally supply power to the corresponding medium voltage power supply bus.
  • each car is provided with two sets of load units, each set of load units includes multiple pairs of loads, and two loads in each pair have the same function or corresponding functions;
  • the load units are respectively connected to two medium voltage power supply buses.
  • the functional correspondence in the present invention refers to similar functions.
  • the driver’s cabin air conditioner and the driver’s cabin foot heater function correspondingly (both used for heating)
  • the traction box fan and the braking resistor fan function correspondingly (both are used for device heat dissipation) ).
  • the load of the present invention is connected to the corresponding medium voltage power supply bus through the fourth contactor.
  • the present invention sets the number of power supply intervals to be the same as the number of vehicle power units.
  • the present invention also provides a method for judging the faults of the interphase short-circuit section and the contactor of the medium-voltage power supply bus of the rail transit vehicle.
  • Each medium voltage power supply continuously detects the output current. If any medium voltage power supply detects two output overcurrents within T time (1min), it is judged that a short circuit between the medium voltage power supply buses has occurred, and the vehicle control unit Control all medium voltage power supplies to be turned off;
  • the vehicle control unit disconnects all medium voltage bus contactors, including the first contactor and the second contactor, and divides the medium voltage power supply bus into 6 independent sections;
  • the vehicle control unit controls all medium voltage power supplies to start, supply power to the load connected to the corresponding medium voltage power supply bus section, and perform short circuit test of the medium voltage power supply bus section: (1) If During the test, none of the medium-voltage power supplies detected the short-circuit fault of the corresponding medium-voltage power supply bus section, and the vehicle control unit controls all medium-voltage power supplies to turn off and close all medium-voltage bus contactors (that is, the first contactor and all the first contactors).
  • the vehicle control unit controls all medium voltage power supplies to start, and the medium voltage power supply system resumes normal operation; (2) If any one or more medium voltage power supplies detect the corresponding medium voltage power bus section during the test Short-circuit fault (medium voltage power supply is responsible for detecting short-circuit fault feedback signals, and the control unit is responsible for issuing detection instructions), then the vehicle control unit controls all medium voltage power supplies to shut down and closes the medium voltage busbars of the medium voltage power supply bus section that has no short-circuit fault
  • the contactor (the second contactor) controls the start of the medium voltage power supply of the medium voltage bus section that is working normally, and the medium voltage power supply system resumes operation after the faulty medium voltage power supply bus section is removed.
  • the vehicle control unit judges the medium voltage bus contactor failure by comparing the medium voltage bus contactor control command with the contactor state detection signal. If the control command is inconsistent with the state detection signal, it judges that the medium voltage bus contactor is faulty.
  • the internal faults of the medium voltage power supply and the medium voltage power supply system load are judged by the equipment's own control system.
  • the present invention also provides a fault protection method for the above-mentioned rail transit vehicle, which includes:
  • the method of the present invention further includes: when the medium voltage power supply of a certain vehicle fails, the contactor connecting the medium voltage power supply to the corresponding medium voltage power supply bus is disconnected, and the remaining medium voltage power supply is connected in parallel to the corresponding The medium-voltage power supply bus provides power; when the load fails, the failed load is shut down. Further ensure the normal operation of the following vehicles under fault conditions, and improve the safety and operating efficiency of rail transit vehicles.
  • the present invention has the following beneficial effects:
  • the present invention can effectively reduce the influence of the interphase short-circuit fault of the medium-voltage power supply bus on the auxiliary power supply system of the whole train, ensure the normal operation of the following vehicles in the fault situation, and improve the safety and operating efficiency of rail transit vehicles;
  • Figure 1 is a schematic diagram of the structure of the present invention
  • Figure 2 is a schematic diagram of the implementation of the present invention on an 8-section marshalling metro vehicle
  • FIG. 3 is a schematic diagram of the connection relationship between the auxiliary converter and the medium and low voltage load and the medium voltage power supply bus in the power supply section 1 of the present invention
  • Figure 4 is a schematic diagram of the failure protection measures of the medium voltage power supply network provided by the present invention when the auxiliary converter fails;
  • FIG. 5 is a schematic diagram of the fault protection measures of the medium voltage power supply network provided by the present invention when the medium voltage power supply bus phase-to-phase short-circuit fault occurs in the power supply section 1;
  • FIG. 6 is a schematic diagram of the fault protection measures for the medium voltage power supply network provided by the present invention when the medium voltage power supply bus phase-to-phase short circuit fault occurs in the power supply section 2.
  • the present invention guarantees the normal operation of the following vehicles under fault conditions by means of bus redundancy, source load balancing, interval division, and fault isolation, specifically:
  • Bus redundancy means that the entire train is equipped with two medium-voltage power supply buses, and the two buses are redundant backups for each other; when one medium-voltage power supply bus has a phase-to-phase short-circuit fault, the other medium-voltage power supply bus can work normally.
  • Figure 1 shows the medium voltage power supply bus A and medium voltage power supply bus B.
  • the two medium-voltage power supply buses are connected by a contactor, as shown in K(III) (first contactor) in Figure 1.
  • contactor K(III) can be used Balance the power supply capacity and load power of the two medium-voltage power supply buses.
  • Source load balancing means that the medium voltage power supply of the medium voltage power supply network of rail transit vehicles-auxiliary converter and load (medium and low voltage load) are evenly distributed to two medium voltage power supply buses; when a medium voltage power supply bus When a phase-to-phase short-circuit fault occurs, the auxiliary converter and load on the other medium-voltage power supply bus can work normally.
  • two auxiliary converters (vehicle 1 and vehicle 4) are connected to the medium voltage power supply bus A, and the other two auxiliary converters (vehicle 3 and vehicle 5) are connected to the middle Voltage power supply bus B; the medium and low voltage load balance of each vehicle is connected to two medium voltage power supply buses.
  • the function and power of the load should be considered, that is, the load of the same function of the same vehicle (such as two air conditioning units) is connected to two medium voltage power supply buses, and the total load balance of the two medium voltage power supply buses is maintained;
  • the load connected to the other medium-voltage power supply bus can ensure the integrity of vehicle functions.
  • Interval division means that the entire train is divided into several power supply sections. As shown in Figure 1, the whole train is divided into power supply section 1, power supply section 2, ... power supply section k. The actual number of power supply sections divided by rail transit vehicles is based on the vehicle’s The marshalling form is determined and is usually consistent with the basic power unit of the vehicle. Corresponding to the power supply section, the medium voltage power supply bus A and B are also divided into several sections by the contactors K(II) 1 , K(II) 2 , K(II) 3 (namely the second contactor).
  • fault isolation means that when the medium voltage power supply network fails, the faulty unit is isolated from the medium voltage power supply network by cutting off the corresponding contactor to prevent the scope of the fault from expanding. Balance the power supply capacity and load power in each power supply interval and between different vehicles in the same power supply interval to ensure that each vehicle operates normally with complete functions, degraded performance, or even performance.
  • the power supply capacity redundancy that is, the auxiliary converter output power redundancy
  • the total output power of the remaining auxiliary converters (to a certain extent)
  • the medium and low voltage load redundancy it is ensured that when part of the medium and low voltage loads in a power supply section are isolated, the total output power of the remaining medium and low voltage loads in the power supply section can (to a certain extent) compensate the medium and low voltage loads in the power supply section loss.
  • the first embodiment of the present invention is composed of vehicles 1, vehicles 2, ... vehicles n to form a complete train.
  • the whole train is divided into several power supply sections, such as power supply section, power supply section 2, ... power supply section k.
  • the division of the power supply section of actual rail transit vehicles is determined according to the vehicle's marshalling form, which is usually consistent with the basic power unit of the vehicle.
  • 2 to 4 vehicles form a power supply section.
  • vehicles 1 to 3 form power supply section 1
  • vehicles 4 and 5 form power supply section 2.
  • the finishing truck includes two medium voltage power supply buses, namely medium voltage power supply bus A and medium voltage power supply bus B.
  • the two medium voltage power supply buses are both three-phase 380V power supply buses, which run through the entire train.
  • the two medium-voltage power supply buses form a set of redundant backup system for fault protection.
  • auxiliary converters Set up several medium voltage power supplies, namely auxiliary converters.
  • Auxiliary converters are distributed throughout the train.
  • at least two auxiliary converters are installed in a power supply section, and they are respectively connected to the medium voltage power supply bus A and the medium voltage power supply bus B.
  • power supply section 1 contains two auxiliary converters, one is located in vehicle 1, connected to medium voltage power supply bus A, and the other is located in vehicle 3, connected to medium voltage power supply bus B;
  • power supply section 2 is also Contains two auxiliary converters, one is located in vehicle 4, connected to the medium voltage power supply bus A, and the other is located in vehicle 5. All auxiliary converters of the whole train supply power in parallel to all medium and low voltage loads through the medium voltage power supply bus. When one or several auxiliary converters fail, the remaining auxiliary converters will be put into power supply capacity redundancy to medium and low voltage loads Power supply to ensure the normal operation of the auxiliary power supply system of the entire train, or continue operation in the event of performance degradation.
  • Medium and low voltage loads usually include air conditioning units, air compressors, lighting systems and chargers. Loads of the same type of the same vehicle (such as two air conditioning units, two lighting facilities, and two electric heating, etc.) are respectively connected to two medium voltage power supply buses, and the total load balance of the two medium voltage power supply buses is maintained.
  • a medium voltage power supply bus fails (such as a short circuit between the medium voltage power supply buses), which causes the medium and low voltage load connected to the medium voltage power supply bus to not work normally, the medium and low voltage load connected to the other medium voltage power supply bus can still be normal Work to ensure that the basic functions of the low-voltage load in the vehicle, such as passenger compartment heating, cooling, ventilation, and lighting, are not lost.
  • the contactor of B (the first contactor) is K(III) in Figure 1.
  • the contactor connects the medium voltage power supply-auxiliary converter, medium voltage power supply bus and medium and low voltage loads to form a medium voltage power supply network, which balances the power supply capacity and load power of the medium voltage power supply network during normal operation of rail transit vehicles;
  • the control command of the contactor comes from the corresponding medium-voltage power supply network fault detection and control system. It can judge whether the medium-voltage power supply network fails by detecting the status parameters of the auxiliary converter output terminal, the medium voltage power supply bus, and the contactor.
  • a fault protection control command is generated to control the corresponding contactor to disconnect, and the faulty unit is isolated from the medium voltage power supply network.
  • Figure 2 shows a train of 8-section subway cars.
  • the whole train is divided into three power supply sections: vehicles 1 to 3 are power supply section 1, vehicles 4 and 5 are power supply section 2, and vehicles 6 to 8 are power supply section 3.
  • the train is equipped with two three-phase 380V medium voltage power supply bus bars that run through the entire train, namely the medium voltage power supply bus A and the medium voltage power supply bus B shown in Fig. 2.
  • the two medium voltage power supply buses are electrically connected through the three-phase contactor K(III).
  • the medium-voltage power supply bus of the entire train is divided into three power supply sections, which are respectively located in vehicles 1 to 3, vehicles 4 and 5, and vehicles 6 to 8.
  • the power supply section is used as the basic unit to carry out the connection design of the auxiliary converter and the medium and low voltage load and the medium voltage power supply bus.
  • Figure 3 shows the power supply section 1, that is, the connection mode of auxiliary converters and medium and low voltage loads in vehicles 1 to 3 with the medium voltage power supply bus. Connect the two auxiliary converters in the power supply interval to the medium voltage power supply bus A and the medium voltage power supply bus B respectively (to save space, the connection auxiliary is not shown in Figure 3.
  • connection of the medium and low voltage load and the medium voltage power supply bus follows The following rules are as follows: one is to connect the load of the same function of the same vehicle, as shown in Figure 3, connect the air conditioning units of vehicles 1 to 3 to the medium voltage power supply bus A and the medium voltage power supply bus B; the second is to connect the medium and low voltage loads of the same vehicle Evenly distributed to the two medium voltage power supply buses, as shown in Figure 3, the driver's cab air-conditioning and driver's cab foot heating of vehicle 1 (the head car with cab), the traction box fan and braking resistor fan of vehicle 2 and vehicle 3 Connect to the medium voltage power supply bus A and the medium voltage power supply bus B respectively.
  • the fault protection measures adopted by the present invention are:
  • Auxiliary converter failure take the failure of the auxiliary converter of vehicle 1 as an example. At this time, the three-phase contactor connecting the auxiliary converter and the medium voltage power supply bus is disconnected, and the faulty auxiliary converter is isolated from the medium voltage power supply network. The remaining 5 auxiliary converters are connected in parallel to the medium voltage power supply bus. The redundancy of the power supply capacity of the auxiliary converter can partially or even completely compensate for the loss of power supply capacity of the medium voltage power supply network caused by the faulty auxiliary converter, so that the performance and functions of the auxiliary power supply system of the entire train are not or less affected.
  • the functions and performance of vehicles in power supply section 2 and power supply section 3, that is, the medium and low voltage loads of vehicles 4-8, are basically unaffected; vehicles in power supply section 1, that is, vehicles 1 to 3 lose about half of the medium and low voltage loads, their functions and The performance is affected to a certain extent, but the entire train can continue to run.
  • auxiliary converters connected to the medium voltage power supply bus B are connected in parallel to supply power to the medium and low voltage loads connected to the medium voltage power supply bus B; the auxiliary converter and the medium and low voltage load connected to the medium voltage power supply bus A of the power supply section 1
  • the load, the auxiliary converter connected to the medium voltage power supply bus A of the power supply section 3 and the medium and low voltage load respectively constitute two independent power supply units.
  • the functions and performance of vehicles in power supply section 1 and power supply section 3, that is, vehicles 1 to 3 and vehicles 6-8, are basically not affected; vehicles in power supply section 2, that is, vehicles 4 and 5 lose about half of the medium and low voltage loads Load, its function and performance are affected to a certain extent, but the whole train can continue to run.
  • the train control and management system will shut down the corresponding faulty load equipment (ie disconnect the corresponding fourth contactor), and it will not affect other equipment and components of the medium voltage power supply network.
  • Faults in other equipment, components or locations, and combinations of faults can be regarded as combinations of the above types of faults.
  • the failure protection measures and the impact on the function and performance of the auxiliary power supply system of the vehicle can be obtained by analyzing the above methods.

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Abstract

一种轨道交通车辆及其故障保护方法，包括两条中压供电母线（A，B）；所述两条中压供电母线（A，B）通过第一接触器（K(Ⅲ)）连接；当所述两条中压供电母线（A，B）均正常工作时，两条中压供电母线（A，B）的供电容量均衡、负载均衡。该轨道交通车辆能有效地降低中压供电母线相间短路故障对整列车辅助供电系统的影响，保证故障情况下列车的正常运行，提高轨道交通车辆的安全性和运行效率。

Description

轨道交通车辆及其故障保护方法 技术领域
本发明涉及轨道交通车辆供电技术领域，特别是一种轨道交通车辆及其故障保护方法。
背景技术
轨道交通车辆的中压供电网络向列车所有中低压辅助设备供电，是列车电气系统的重要组成部分。因此，要求中压供电网络具有高稳定性和低故障率。轨道交通车辆中压供电网络的电源通常为辅助变流器，其输出三相380V交流电；负载包括空调系统、空气压缩机、照明系统和充电机等；其他辅助设备包括继电器、接触器和空气开关等。
轨道交通车辆中压供电网络的发展经历了扩展供电、交叉供电和并网供电等阶段。以一列6辆编组的地铁车辆为例介绍这几种供电形式。扩展供电方式下通常将整列车分成两个供电区间，各包含三辆地铁车辆，每个供电区间设置一台辅助变流器，为所在供电区间供电；当一台辅助变流器发生故障时，关闭故障的辅助变流器，由另一台辅助变流器为整列车供电，同时关闭部分负载。交叉供电方式下通常设置两台辅助变流器；同时将整列车的中低压负载平均分成两组，每台辅助变流器为一组负载供电，当一台辅助变流器发生故障时，关闭故障变流器和其供电的一组负载，另一台辅助变流器供电的负载正常运行。并网供电方式下，可设置6台辅助变流器和一条贯穿整列车的中压母线，所有辅助变流器并联向中压母线供电，所有中低压负载均从中压母线获取电能；当一台辅助变流器发生故障时，关闭故障变流器，由剩下的5台变流器为中压母线供电。
上述轨道交通车辆中压供电网络，并网供电的故障保护性能显著优于扩展供电和交叉供电。当一台辅助变流器发生故障时，扩展供电和交叉供电将损失50％的中压供电容量，而并网供电只损失16.7％的中压供电容量(以6台辅助变流器为例)。通过为每台辅助变流器设置合理的冗余供电容量，可保障即使一台辅助变流器发生故障，并网供电的中压供电网络仍能保障整列车中低压负载的正常运行。因此，并网供电目前已成为城市轨道交通车辆辅助供电系统的首选方案。但是，其故障保护性能仍不够完善。并网供电设置一条贯穿整列车的三相380V中压供电母线，当发生相间短路故障时，整列车的中压供电网络将不能正常工作。
发明内容
本发明所要解决的技术问题是，针对现有技术不足，提供一种轨道交通车辆及其故障保护方法，有效地降低中压供电母线相间短路故障对整列车辅助供电系统的影响， 保证故障情况下列车的正常运行，提高轨道交通车辆的安全性和运行效率。
为解决上述技术问题，本发明所采用的技术方案是：一种轨道交通车辆，其包括两条中压供电母线；所述两条中压供电母线通过第一接触器连接；当所述两条中压供电母线均正常工作时，两条中压供电母线的供电容量均衡、负载均衡。
本发明的轨道交通车辆设置两条中压供电母线，将电源和负载均衡配置在两条中压供电母线上，两条中压供电母线互为冗余备份，当两条中压供电母线均正常工作时，可通过接触器均衡两条中压供电母线的供电容量和负载功率，保证了一条中压供电母线发生相间短路故障时，中压供电网络能部分正常工作，从而有效降低了中压供电母线相间短路故障对整列车辅助供电系统的影响。
优选地，所述两条中压供电母线均贯穿整列车；整列车包括多个供电区间，每个供电区间覆盖多节车；对于任一中压供电母线，相邻供电区间的两段中压供电母线通过第二接触器连接。当中压供电网络发生故障时，断开相应的第二接触器，将故障单元从中压供电网络隔离，使整列车能在降级模式下继续运行，甚至不发生性能降级而继续正常运行，进一步保证了轨道交通车辆的安全性和运行效率。
进一步的，本发明中，位于中部供电区间内的两条中压供电母线通过所述第一接触器连接，中部供电区间对应车辆的中部，将第一接触器设置于中部供电区间内，使整个供电网络左右对称，进一步保证中压供电母线的供电容量均衡、负载均衡。
本发明中，保证供电容量均衡的具体实现过程为：每个供电区间内设m个中压供电电源，每个供电区间内的每条中压供电母线分别与m/2个中压供电电源连接；其中，m为大于0的偶数，且m≤n，n为供电区间内的车节数。
为了简化供电结构，本发明中，m设置为2。
本发明中，所述中压供电电源通过第三接触器与对应中压供电母线连接，当某一中压供电电源发生故障时，断开对应的第三接触器，保证其余的中压供电电源正常向对应中压供电母线供电。
本发明中，通过以下设置规则保证负载均衡：每节车均设置两套负载单元，每套负载单元均包括多对负载，每对负载中的两个负载功能相同或功能对应；所述两套负载单元分别对应与两条中压供电母线连接。
本发明中的功能对应，是指功能类似，例如，司机室空调和司机室足部加热器功能对应(均用于取暖)，牵引箱风扇与制动电阻风扇功能对应(均用于供器件散热)。
进一步的，为保证相应负载发生故障时，方便切断故障负载，本发明的负载通过第 四接触器与对应中压供电母线连接。
进一步的，为了简化供电网络设置过程，本发明将供电区间的数量设置为与车辆动力单元数量相同。
作为一个发明构思，本发明还提供了一种上述轨道交通车辆中压供电母线相间短路区段和接触器故障判断方法。
中压供电母线相间短路判断方法：
每一台中压供电电源均持续检测输出端电流，若任意一台中压供电电源在T时间(1min)内检测到两次输出端过流，则判断发生了中压供电母线相间短路，车辆控制单元控制所有中压供电电源关闭；
当所有中压供电电源关闭后，车辆控制单元断开所有中压母线接触器，包括第一接触器和第二接触器，将中压供电母线分隔为6个独立区段；
当所有中压母线接触器断开后，车辆控制单元控制所有中压供电电源启动，给相应中压供电母线区段连接的负载供电，并进行中压供电母线区段短路测试：(1)若测试过程中所有中压供电电源均未检测到对应中压供电母线区段短路故障，则车辆控制单元控制所有中压供电电源关闭，闭合所有中压母线接触器(即第一接触器和所有第二接触器)，然后车辆控制单元控制所有中压供电电源启动，中压供电系统恢复正常运行；(2)若测试过程中任意一台或多台中压供电电源检测到对应中压供电母线区段短路故障(中压供电电源负责检测短路故障反馈信号，控制单元负责下达检测指令)，则车辆控制单元控制所有中压供电电源关闭，闭合未发生短路故障的中压供电母线区段的中压母线接触器(第二接触器)，控制正常工作的中压母线区段的中压供电电源启动，中压供电系统切除故障中压供电母线区段后恢复运行。
中压母线接触器故障判断方法：
车辆控制单元通过比较中压母线接触器控制命令与接触器状态检测信号判断中压母线接触器故障，若控制命令与状态检测信号不一致，则判断中压母线接触器发生故障。
若中压母线接触器控制命令为闭合，而接触器状态检测信号为未闭合，则判断发生了中压母线接触器触点不吸合故障；
若中压母线接触器控制命令为断开，而接触器状态检测信号为闭合，则判断发生了中压母线接触器触点黏着故障。
中压供电电源和中压供电系统负载内部故障由设备自身的控制系统判断。
作为一个发明构思，本发明还提供了一种上述轨道交通车辆的故障保护方法，其包 括：
当某一供电区间的某一中压供电母线发生相间短路故障时，连接该供电区间的故障中压供电母线与相邻供电区间的中压供电母线的接触器断开，该供电区间的故障中压供电母线和与其连接的中压供电电源、负载隔离，其中压供电电源并联，向对应中压供电母线供电。
通过上述方法，可以有效降低中压供电母线相间短路故障对整列车辅助供电系统的影响。
进一步的，本发明的方法还包括：当某节车的中压供电电源故障时，连接该中压供电电源与相应中压供电母线的接触器断开，其余的中压供电电源并联，向对应中压供电母线供电；当负载发生故障时，关闭发生故障的负载。进一步保证故障情况下列车的正常运行，提高轨道交通车辆的安全性和运行效率。
与现有技术相比，本发明所具有的有益效果为：
1、本发明能有效地降低中压供电母线相间短路故障对整列车辅助供电系统的影响，保证故障情况下列车的正常运行，提高轨道交通车辆的安全性和运行效率；
2、在故障情况下保证中压供电网络供电容量与负载的均衡与冗余，保证故障情况下中压供电网络供电容量不大幅下降，甚至不下降；各车辆负载不完全损失，最大限度地保证各车辆负载功能的完整性。
附图说明
图1为本发明结构示意图；
图2为本发明在8节编组地铁车辆上的实施方式示意图；
图3为本发明供电区间1辅助变流器和中低压负载与中压供电母线的连接关系示意图；
图4为辅助变流器故障时本发明提供的中压供电网络的故障保护措施示意图；
图5为供电区间1中压供电母线相间短路故障时本发明提供的中压供电网络的故障保护措施示意图；
图6为供电区间2中压供电母线相间短路故障时本发明提供的中压供电网络的故障保护措施示意图。
具体实施方式
本发明通过母线冗余、源载均衡、区间划分、故障隔离的方式保证故障情况下列车的正常运行，具体地：
“母线冗余”，即整列车设置两条中压供电母线，两条母线互为冗余备份；当一条中压供电母线发生相间短路故障时，另一条中压供电母线能工常工作。如图1中中压供电母线A和中压供电母线B所示。两条中压供电母线之间通过接触器连接，如图1中K(Ⅲ)(第一接触器)所示，当两条中压供电母线均正常工作时，可通过接触器K(Ⅲ)均衡两条中压供电母线的供电容量和负载功率。
“源载均衡”，即将轨道交通车辆中压供电网络的中压供电电源——辅助变流器和负载(中、低压负载)均衡分配到两条中压供电母线上；当一条中压供电母线发生相间短路故障时，另一条中压供电母线上的辅助变流器和负载能正常工作。如图1所示，车辆1～5中，两台辅助变流器(车辆1和车辆4)连接至中压供电母线A，另外两台辅助变流器(车辆3和车辆5)连接至中压供电母线B；每辆车的中低压负载均衡连接到两条中压供电母线。负载均衡时应考虑负载的功能和功率，即将同一车辆的同一功能的负载(如两台空调机组)分别连接至两条中压供电母线，并保持两条中压供电母线的总负载均衡；当一条中压供电母线发生相间短路故障时，另一条中压供电母线连接的负载能保证车辆功能的完整性。
“区间划分”，即将整列车划分为若干供电区间，如图1所示，整列车划分为供电区间1、供电区间2、……供电区间k，实际轨道交通车辆划分的供电区间数量根据车辆的编组形式确定，通常与车辆的基本动力单元保持一致。与供电区间相对应，中压供电母线A和B也被接触器K(Ⅱ) 1、K(Ⅱ) 2、K(Ⅱ) 3(即第二接触器)……划分为若干区段。
“故障隔离”，即当中压供电网络发生故障时，通过切断相应的接触器，将故障单元从中压供电网络隔离，防止故障范围扩大。在各供电区间、以及同一供电区间内不同车辆之间均衡供电容量和负载功率，保证各车辆在功能完整、性能降级，甚至性能不降级的情况下正常运行。
可见，通过合理地设置供电容量冗余，即辅助变流器输出功率冗余，保证当一台或多台辅助变流器被隔离时，其余辅助变流器的总输出功率能(一定程度上)满足整列车中低压负载的需求。通过合理地设置中低压负载冗余，保证当一个供电区间的部分中低压负载被隔离时，该供电区间的其余中低压负载的总输出功率能(一定程度上)补偿该供电区间的中低压负载损失。
通过检测辅助变流器输出端、中压供电母线、接触器等处的状态参数，判断中压供电网络是否发生故障。发生故障时，产生故障保护控制指令，控制相应的接触器合、断，将故障单元从中压供电网络隔离。
如图1，本发明实施例1由车辆1、车辆2、……车辆n构成整列车。整列车被分为若干个供电区间，如供电区间、供电区间2、……供电区间k。实际轨道交通车辆的供电区间划分根据车辆的编组形式确定，通常与车辆的基本动力单元保持一致，2～4节车辆组成一个供电区间。如图1所示，车辆1～3组成了供电区间1，车辆4和5组成了供电区间2。
整理车包括两条中压供电母线，即中压供电母线A和中压供电母线B。两条中压供电母线均为三相380V供电母线，均贯穿整列车。两条中压供电母线形成了一套面向故障保护的冗余备份系统。
设置若干台中压供电电源，即辅助变流器。辅助变流器分布于整列车，通常一个供电区间至少设置两台辅助变流器，且分别连接至中压供电母线A和中压供电母线B。如图1所示，供电区间1包含两台辅助变流器，一台位于车辆1，连接至中压供电母线A，另一台位于车辆3，连接至中压供电母线B；供电区间2亦包含两台辅助变流器，一台位于车辆4，连接至中压供电母线A，另一台位于车辆5。整列车的所有辅助变流器通过中压供电母线向所有中低压负载并联供电，当其中一台或几台辅助变流器发生故障时，其余辅助变流器投入供电容量冗余向中低压负载供电，保障整列车的辅助供电系统正常运行、或在性能降级的情况下继续运行。
中低压负载通常包括空调机组、空气压缩机、照明系统和充电机等。同一车辆的同一类型的负载(如两台空调机组、两套照明设施和两套电暖气等)分别连接至两条中压供电母线，并保持两条中压供电母线的总负载均衡。当一条中压供电母线发生故障(如中压供电母线相间短路)，导致连接至该中压供电母线的中低压负载不能正常工作时，另一条中压供电母线上连接的中低压负载仍能正常工作，保障车辆中低压负载的基本功能，如客室加热、冷却、通风、照明等不丧失。
接触器包括连接辅助变流器与中压供电母线的接触器(第三接触器)，如图1中K(Ⅰ) 1、K(Ⅰ) 2、K(Ⅰ) 3……；连接中压供电母线不同区段的接触器(第二接触器)，如图1中K(Ⅱ) 1、K(Ⅱ) 2、K(Ⅱ) 3……；连接中压供电母线A与中压供电母线B的接触器(第一接触器)，如图1中K(Ⅲ)。接触器将中压供电电源——辅助变流器、中压供电母线和中低压负载连接起来形成了中压供电网络，在轨道交通车辆正常运行时均衡中压供 电网络的供电容量与负载功率；在中压供电网络发生故障时，通过断开相应的接触器将故障单元从中压供电网络隔离，防止故障范围扩大，并在剩下的辅助变流器和中低压负载间开展供电容量与负载功率的均衡。接触器的控制指令来自相应的中压供电网络故障检测与控制系统，通过检测辅助变流器输出端、中压供电母线、接触器等处的状态参数，判断中压供电网络是否发生故障。发生故障时，产生故障保护控制指令，控制相应的接触器断开，将故障单元从中压供电网络隔离。
图2为一列8节编组的地铁车辆。将整列车划分为3个供电区间：车辆1～3为供电区间1，车辆4和5为供电区间2，车辆6～8为供电区间3。列车设置两条贯穿整列车的三相380V中压供电母线，分别为图2所示的中压供电母线A和中压供电母线B。两条中压供电母线通过三相接触器K(Ⅲ)实现电气连接。对应于供电区间，将整列车的中压供电母线划分为三个供电区段，分别位于车辆1～3、车辆4和5、以及车辆6～8。通过三相接触器将相邻的中压供电母线供电区段连接起来，如图2所示的K(Ⅱ)1、K(Ⅱ)2、K(Ⅱ) 3和K(Ⅱ) 4。整列车设置6台辅助变流器，分别位于车辆1、车辆3、车辆4、车辆5、车辆6和车辆8，即每个供电区间内均设置两台辅助变流器。辅助变流器通过三相接触器连接至中压供电母线，如图2所示的K(Ⅰ) 1、K(Ⅰ) 2、K(Ⅰ) 3、K(Ⅰ) 4、K(Ⅰ) 5和K(Ⅰ) 6。
以供电区间为基本单元开展辅助变流器和中低压负载与中压供电母线的连接设计。图3为供电区间1，即车辆1～3内辅助变流器和中低压负载与中压供电母线的连接方式。将该供电区间的两台辅助变流器分别连接至中压供电母线A与中压供电母线B(为节省空间，图3中未画出连接辅助。中低压负载与中压供电母线的连接遵循如下规则：一是将同一车辆的同一功能的负载，如图3中将车辆1～3的空调机组分别连接至中压供电母线A与中压供电母线B；二是将同一车辆的中低压负载均衡分配至两条中压供电母线，如图3中将车辆1(带司机室的头车)的司机室空调和司机室足部加热、车辆2和车辆3的牵引箱风扇和制动电阻风扇分别连接至中压供电母线A与中压供电母线B。
对以下几种类型的故障，本发明采取的故障保护措施为：
(1)辅助变流器故障，如图4所示，以车辆1辅助变流器故障为例。此时连接辅助变流器与中压供电母线的三相接触器断开，将故障辅助变流器与中压供电网络隔离，余下的5台辅助变流器并联向中压供电母线供电。辅助变流器供电容量的冗余量可部分甚至完全补偿故障辅助变流器导致的中压供电网络供电容量损失，从而使整列车辅助供电系统的性能和功能不受或少受影响。
(2)中压供电母线相间短路故障，如图5所示，以供电区间1中压供电母线A相间短路故障为例。此时，连接中压供电母线A故障区段与相邻区段的三相接触器K(Ⅱ)断开，将故障区段的中压供电母线及与其连接的辅助逆变器和中低压负载隔离，余下的5台辅助变流器并联通过中压供电母线向余下的中低压负载供电。供电区间2和供电区间3的车辆，即车辆4～8的中低压负载的功能和性能基本不受影响；供电区间1的车辆，即车辆1～3损失约一半的中低压负载，其功能和性能受到一定影响，但是整列车仍可继续运行。
当中压供电母线相间短路故障发生在供电区间2时，如图6所示，此时，连接中压供电母线A故障区段与相邻区段的三相接触器K(Ⅱ) 1和K(Ⅱ) 3断开，连接中压供电母线A与中压供电母线B的三相接触器K(Ⅲ)亦断开，将故障区段的中压供电母线及与其连接的辅助逆变器和中低压负载隔离，余下的5台辅助变流器通过中压供电母线向余下的中低压负载供电。具体地，连接至中压供电母线B的三台辅助变流器并联向连接至中压供电母线B的中低压负载供电；连接至供电区间1中压供电母线A的辅助变流器和中低压负载，和连接至供电区间3中压供电母线A的辅助变流器和中低压负载分别构成两个独立的供电单元。供电区间1和供电区间3的车辆，即车辆1～3和车辆6～8的中低压负载的功能和性能基本不受影响；供电区间2的车辆，即车辆4和5损失约一半的中低压负载，其功能和性能受到一定影响，但是整列车仍可继续运行。
(3)中低压负载故障，由列车控制管理系统关闭相应的故障负载设备(即断开相应第四接触器)即可，不会对中压供电网络的其他设备和部件造成影响。
其他设备、部件或位置发生的故障，以及故障的组合，均可看成上述类型故障的组合。其故障保护措施和对整车辅助供电系统的功能和性能的影响，按照上述方法分析即可得出。

Claims (13)

  1. 一种轨道交通车辆，其特征在于，包括两条中压供电母线；所述两条中压供电母线通过第一接触器连接；当所述两条中压供电母线均正常工作时，两条中压供电母线的供电容量均衡、负载均衡。
  2. 根据权利要求1所述的轨道交通车辆，其特征在于，所述两条中压供电母线均贯穿整列车；整列车包括多个供电区间，每个供电区间覆盖多节车；对于任一中压供电母线，相邻供电区间的两段中压供电母线通过第二接触器连接。
  3. 根据权利要求2所述的轨道交通车辆，其特征在于，位于中部供电区间内的两条中压供电母线通过所述第一接触器连接。
  4. 根据权利要求2或3所述的轨道交通车辆，其特征在于，每个供电区间内设有m个中压供电电源，每个供电区间内的每条中压供电母线分别与m/2个中压供电电源连接；其中，m为大于0的偶数，且m≤n，n为供电区间内的车节数。
  5. 根据权利要求4所述的轨道交通车辆，其特征在于，所述中压供电电源通过第三接触器与对应中压供电母线连接。
  6. 根据权利要求2～5之一所述的轨道交通车辆，其特征在于，每节车均包括两套负载单元，每套负载单元均包括多对负载，每对负载中的两个负载功能相同或功能对应；所述两套负载单元分别对应与两条中压供电母线连接。
  7. 根据权利要求6所述的轨道交通车辆，其特征在于，所述负载通过第四接触器与对应中压供电母线连接。
  8. 根据权利要求2～7之一所述的轨道交通车辆，其特征在于，所述供电区间的数量与车辆动力单元数量相同。
  9. 一种权利要求1～8之一所述轨道交通车辆的故障保护方法，其特征在于，包括：
    当某一供电区间的某一中压供电母线发生相间短路故障时，连接该供电区间的故障中压供电母线与相邻供电区间的中压供电母线的接触器断开，该供电区间的故障中压供电母线和与其连接的中压供电电源、负载隔离，其余中压供电电源并联，向对应中压供电母线供电。
  10. 根据权利要求9所述的方法，其特征在于，该方法具体实现过程包括：若任意一台中压供电电源在T时间内检测到两次输出端过流，则判断发生了中压供电母线相间短路，车辆控制单元控制所有中压供电电源关闭；当所有中压供电电源关闭后，车辆控制单元断开第一接触器和所有第二接触器，并重新启动所有中压供电电源，给相应中压供电母线区段连接的负载供电，并进行中压供电母线区段短路测试：若测试过程中所有中压供电电源均未检测到对应中压供电母线区段短路故障，则车辆控制单元控制所有中压供电电源关闭，闭合第一接触器和所有第二接触器，车辆控制单元控制所有中压供电电源启动；若测试过程中任意一台或多台中压供电电源检测到对应中压供电母线区段短路故障，则车辆控制单元控制所有中压供电电源关闭，闭合未发生短路故障的中压供电母线区段的第二接触器，控制正常工作的中压母线区段的中压供电电源启动。
  11. 根据权利要求9所述的方法，其特征在于，还包括：
    当某节车的中压供电电源故障时，连接该中压供电电源与相应中压供电母线的接触器断开，其余的中压供电电源并联，向对应中压供电母线供电；
    当负载发生故障时，关闭发生故障的负载；
    当接触器故障时，断开故障的接触器。
  12. 根据权利要求11所述的方法，其特征在于，接触器故障的具体判断过程包括：
    若接触器控制命令与接触器状态检测信号不一致，则判断接触器发生故障。
  13. 根据权利要求12所述的方法，其特征在于，若接触器控制命令为闭合，而接触器状态检测信号为未闭合，则判断发生了中压母线接触器触点不吸合故障；若接触器控制命令为断开，而接触器状态检测信号为闭合，则判断发生了中压母线接触器触点黏着故障。
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